Also missed a great photo op of the TB balanced on the passenger front tire and the driver rock slider. 
Anyway, the CV axle has a lifetime warranty and since I opted to pick up mine from Oreilly, I simply exchanged it this morning for a new one. Replacing them gets old however, and even though I keep a spare I don't want to have to do this on the trail.
Since both failures were on the driver's side outer CV joint, I traced the failure to extreme angle at near or full steering lock when extended. Apparently this has been a [problem for a long time, but has only recently come to light.
Before the front locker, the spider gears would simply spin if either CV bound up, so I never noticed. Once the locker was in, there was no give in the system while under power anymore. The CVs held up to scrubbing 32" tires, but the extra leverage from the 35's seems to be too much for them.
I'm not ready to try lowering the front diff yet (if ever), and I don't feel like tearing my struts apart to remove the little extra space on them just to have that not work. So I opted to restrict the steering a bit. 360's have insanely tight turning radii for an SUV, and honestly, I can stand to lose a little to keep my front drivetrain alive.
So, here's what's responsible for steering stop on the LCA. (In the center with the wear mark on it)
And here's what I did.
Pardon the blurry pic. I simply tacked a 3/8" nut to the inner part of the stop on either side. The area doesn't take a lot of force so no need to lay a huge bead on anything there. The nut itself is about 3/8" thick, and removes a corresponding 3/8 turn from the steering wheel from center to lock. I went from ~1 5/8 turn from center to lock in each direction to ~1 1/4 turn. I used nuts so that if this proves to not be enough, I can install short bolts and have some adjustment capability.
Pretty simple mod. I'll report back if the truck explodes because of it.
